Railway Abandons Operations Today After Half Century
of Serving Area
With a large wreath on the front of its giant engine, presented
by the Retail Merchants division of the Warsaw Chamber of Commerce
as a fitting farewell to an institution which has served this
community for nearly a half century, the last train of the Winona
Railway at 11 a.m. today started its "sentimental journey"
to New Paris and back.
The huge propane electric locomotive with Ralph Justus, veteran
engineman at the controls, pulled two gondola cars loaded with
former officials and employees of the railroad and interested
citizens. The group making the final run numbered about 60. Chairs
had been installed in the cars to add comfort for the 40 mile
trip to the north terminus of the line and back again to Warsaw,
the headquarters of the company throughout its history.
The train was halted on Center street in the block between Center
and Indiana streets, with the engine headed west. Bill Mollenhour,
of the Times-Union and WRSW staff, as spokesman for the day, delivered
a short address which was concluded with the presentation of a
five-foot wreath by a committee of the Warsaw Chamber of Commerce
to Garold Horrick, vice president of the line. The presentation
was made by Ivan Kay, William Wagner, Harold Garwick and Clarence
Heitman. The wreath bearing the inscription on red ribbon, "Farewell,
Warsaw merchants" was attached to the front of the engine.
Helps Build Area
Mollenhour, speaking from the front of the engine over a public
address system supplied by Wilbur Neer said in part: "The
community recognizes the tremendous contribution the Winona railroad
has made to the present welfare of the trading area. Through the
foresight and the tenacity of its officers and employees, the
railroad created a flow of traffic through the communities on
its right-of-way which will last for many years after the railroad
is gone.
In connection with the presentation of the huge wreath, Mollenhour
said: "on behalf of every citizen of the community, as the
Winona railroad moves off to that never ending line where all
old railroads go, we wish it a clear track and green signals forever."
On the train as it pulled away from the Warsaw business district
for its final run, were many of the old employees and former officials
of the railroad, some with service dating back to the time when
the line operated under the named Winona Interurban railway company,
using electric interurban cars and carrying only passengers, baggage
and express. Noticeable in the group were Allen Shaffer, of Warsaw
who has ended longest service with the company and Lon Cassel,
one of the line's first conductors who appeared wearing his old
conductor's cap and uniform.
Trip Delayed
The start of the trip was delayed about an hour because of precautions
taken in using the old switch at the corner of Center and Detroit
streets and the long-unused track from that corner to Buffalo
street. The big engine made the first trip over the route without
the two gondola cars and having traveled the course successfully,
returned to the car barns on North Detroit street, to pick up
the loaded gondolas. The trip was made without incident but not
without a lot of work to open the switch. Officer Thomas VanDeGrift,
on a motorcycle, acted as a police escort.
Many professional and amateur cameramen were on hand to take pictures
of the old train and of individuals in the group.
The schedule for the program, marking the end of the railroad,
included a trip to New Paris and stop at a restaurant at the intersections
of Roads 15 and 6 for lunch on the return journey.
Starts in 1902
The Winona Railroad came into operation in 1902 when the Pennsylvania
Railroad announced that it was going to doubletrack its entire
line from Chicago to Pittsburgh and the sidetrack on which a local
train brought visitors to Winona from Warsaw would no longer be
available.
By the summer of 1903 directors of the Winona Christian Assembly
had completed a trolley line between the two towns. The 18 open
cars ran on an hourly schedule, sometimes carrying 15,000 passengers
in one day for special events at Winona.
Track ballasting material came from a gravel pit on the old Boss
farm just east of Argonne road. From this pit the Winona directors
sold gravel also to the city of Warsaw for grading streets.
The first power plant which furnished electricity for the Warsaw-Winona
line is now part of the Litchfield creamery boiler room.
Goshen, Warsaw, Peru and towns along the way voted subsidies totaling
$170,000 on condition that the Winona Interurban Railway build
a high speed electric railway north and south connecting with
other interurban systems that had spread all over Indiana.
The north line to Goshen was started in 1905 with the first cars
running by June of the following summer. The south section was
completed in 1907. A large powerhouse, costing $200,000 was constructed
where the Gatke corporation now stands. It supplied the additional
power needed for the 70-mile system and also provided steam heat
and electricity to all the public buildings at Winona and about
50 private homes in the town. Electricity as well as water were
supplied by the railroad to the city of Warsaw.
Winona Railroad officials even planned to expand with new lines
east to Fort Wayne and west to Valparaiso, but these sections
were never built, although franchise for the routes were secured.
Directors of the Assembly were said to have invested $1,500,000
of their own funds in the railroad. All stock was owned by the
Assembly and all profits above the interest on the bonds went
into the improvement of Winona Lake as a chautauqua and religious
center.
With the coming of the automobile the steady overall attendance
at Winona events decreased and the year 1915 saw the Assembly
in serious financial difficulty. In July 1916 the mortgage on
the Goshen-Warsaw line was foreclosed and the road went into receivership.
Theodore Frazer, who had become president of the Winona Light
and Water company in 1910 headed that company until he went into
the army in 1917, serving as a captain of engineers. Following
World War I, Mr. Frazer returned to Warsaw to become secretary
of the Dalton Foundries in June 1924 and became associated with
the Winona Railroad Co. He was vice president of the utility until
1932 when he was appointed receiver during the darkest days of
the depression.
Handle freight
Meanwhile interurban systems throughout the country were failing
but a freight handling business, inaugurated in 1924, aided the
Winona considerably as it serviced nine steam railroads connecting
with its 66-mile routes. When Goshen residents petitioned to have
the tracks in their city removed, passenger service to the Winona
railroad's northernmost point ceased in 1934. The only passenger
service operated by the railroad was on the three mile run between
Warsaw and Winona. The latest street car ran July 4, 1938 and
buses took over the passenger route after that.
Under Frazer's management, the Winona recovered from its precarious
financial position and the receivership was relieved in 1936 with
Frazer becoming president of the railroad. Under his driving determination
the road was modernized, becoming a diesel powered freight feeder
line in 1938.
Line Sold
In January 1945 Frazer announced the sale of the bonds, stocks
and physical assets of the 66-mile railroad to a syndicate including
Claude L. Jackson, of Chicago. The latter was named the new Winona
Railroad president.
Frazer died April 4, 1946. Garold Horrick, who started with the
Winona Railroad in 1926, was made vice president in 1946 and continued
in that capacity when a group headed by Jackson purchased all
the outstanding capital stock and bonds of the railroad.
Increasing operating costs after World War II, less demand for
tank car shipping of oil and smaller orders for coal shipment
were factors in the company's decision to cease operations. The
first petition in 1949 to abandon the New Paris-Warsaw section
was denied by the Interstate Commerce commission in 1950. The
ICC did grant the resubmitted appeal in 1951, specifying that
industries along the route serviced by the Winona must have time
to make other transportation arrangements for their needs before
the local railroad could cease operations. Satisfactory arrangements
were completed this spring.
Warsaw Times Union Saturday May 31, 1951
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